Coupler positioning device for railway cars

ABSTRACT

A coupler positioning device for railway cars comprising an elastomeric member connected to the shank of a coupler for lateral movement therewith and deflecting in shear upon such lateral movement. The lower surface of the elastomeric member is held against movement at a preselected position beneath the coupler shank and the upper surface of the elastomeric member is connected to the coupler shank for lateral movement with the coupler. Such lateral movement of the coupler is against the bias of the elastomeric member and the elastomeric member deflects in shear. After the deflection of the elastomeric member, the coupler is returned by the bias of the elastomeric member to the preselected position with respect to the longitudinal axis of the center sill. A coupler carrier adjacent the open end of the center sill is spaced from the coupler by the elastomeric member and acts as a stop to limit the downward movement of the coupler upon lateral swinging of the coupler and a vertical compression of the elastomeric member.

D United States Patent [151 3,661,275

Randolph 51 May 9, 1972 541 COUPLER POSITIONING DEVICE FOR 3,203,361 8/1965 Sharp 105/368 B RAILWAY CARS 3,262,402 7/l966 Mawatt-Larssen et al. ..105/368 B 3,386,596 6/l968 Gutridge et al .,2l3/2l [72] Inventor: Robert W. Randolph, St. Charles, MO. 3 417 712 12 19 pulcrano e1 3| 105 3 R 7 Assigneez ACF Industries Incorporated, New York 3,438,512 4/1969 Metzger et 2]. 213/20 NY. Primary Examiner-Drayton E. Hoffman .Filed: 1970 Attorney-Eugene N. Riddle [21] Appl. No.. 95,878 ABSTRACT Related Apphcauo Data A coupler positioning device for railway cars comprising an [63] Continuation f sen 530L921 Feb 7, 1969, aban elastomeric member connected to the shank of a coupler for domed, which is a continuatiomimpan of lateral movement therewith and deflecting in shear upon such 715,592, M2 25, 1968 abandoned lateral movement. The lower surface of the elastomeric member is held against movement at a preselected position 52 us. Cl ..213 20, 213/61 benealh the coupler Shank and the PP Surface 0f [5]] "361g 7/12 elastomeric member is connected to the coupler shank for [58] Field of Search ..213/19, 20, 21, 60,61; laeral mmemem the couple lateral mwemem of 105/368 5 366 R the coupler is against the bias of the elastomeric member and the elastomeric member deflects in shear. After the deflection [56] References Cited of the elastomeric member, the coupler is returned by the bias of the elastomeric member to the preselected position with UNlTED STATES PATENTS respect to the longitudinal axis of the center sill. A coupler carrier adjacent the open end of the center sill is spaced from 1,585,948 5/l926 Tomlmson ..213/21 the coupler by the elastomeric member and acts as a Stop to 2,021,570 H935 Tangerman" "213/21 limit the downward movement of the coupler upon lateral 2,235,618 3/1941 Larsson "213/20 swinging of the coupler and a vertical compression of the 2,308,032 1/1943 Swann ..213/21 elastomeric member 2,441,625 5/1948 Gilpin ..213/21 2,687,218 8/1954 Johnson, Jr ..213/21 16 Claims, 15 Drawing Figures PATENTEDMY 91912 SHEET 1 OF 9 FIG.

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ROBERT W. RANDOLPH ATTORNEY COUPLER POSITIONING DEVICE FOR RAILWAY CARS CROSS-REFERENCE TO RELATED APPLICATION This application is a continuation of application Ser. No. 801,921 filed Feb. 7, 1969, now abandoned, and entitled Coupler Positioning Device for Railway Cars." U.S. application Ser. No. 801,921 is a continuation-in-part of application Ser. No. 715,592 filed Mar. 25, 1968, now abandoned, and entitled "Coupler Centering Device for Railway Cars.

BACKGROUND OF II-IE INVENTION Coupler positioning devices have been employed heretofore to center a coupler with respect to the longitudinal axis of a center sill. However, such prior art coupler centering devices have normally employed springs of some type, such as leaf springs or compression type coil springs. Rubber in compression has also been employed in various arrangements for the centering of couplers.

BRIEF DESCRIPTION OF THE INVENTION The present invention provides a coupler positioning device in which a resilient elastomeric member is operatively connected to the shank of the coupler and deflects in shear upon lateral movement of the coupler against the bias of the elastomeric member. A support for the elastomeric member is carried by the car and the coupler is supported on the elastomeric member in the centered position of the coupler at a height spaced above a subjacent coupler carrier. The elastomeric member is precompressed by the weight of the coupler and the coupler carrier limits the downward movement of the coupler relative to the center sill upon lateral swinging of the coupler and additional vertical compression of the elastomeric member. During the return of the coupler after the elastomeric member deflects in shear, the shank of the coupler is spaced from the coupler carrier by the upward bias of the elastomeric member and any frictional contact between the coupler shank and the coupler carrier is eliminated during such return movement of the coupler. If desired to move the coupler manually for coupling on curves and the like, the elastomeric member may be manually released from its support on the center sill for swinging movement with the coupler. Guide means between the elastomeric member and the support control the lateral movement of the elastomeric member upon such manual actuation of the release and a subsequent lateral movement of the coupler.

When employed with conventional draft gear having a buff travel of around 3 inches, a surface of the elastomeric shear pad is secured to the coupler shank for longitudinal movement therewith upon buff travel of the coupler. When long travel end-of-car cushioning devices are employed, such as devices having a travel of i2 inches or more, the coupler shank and as sociated coupler are permitted to move longitudinally relative to the elastomeric shear member.

The invention accordingly comprises the constructions hereinafter described, the scope of the invention being indicated in the following claims.

In the accompanying drawings, in which several possible embodiments of the invention are illustrated,

Fl I is a top plan of an end of a railway car illustrating the coupler centering device comprising one embodiment of the present invention with certain portions broken away;

FIG. 2 is a longitudinal section taken generally along line 22 of FIG. 1;

FIG. 3 is a section taken generally along line 3-3 of FIG. 2 illustrating the coupler in its centered neutral position with respect to the longitudinal axis of the center sill;

FIG. 4 is a section similar to FIG. 3 but illustrating the coupler moved to a lateral position against the bias of the elastomeric member and deflecting the elastomeric member in shear;

FIG. 5 is a section taken generally along line 5--5 of FIG. 1 and showing the manual release for disconnecting the elastomeric member from its support to pennit movement thereof with the coupler;

FIG. 6 is a bottom plan of the manual release for the elastomeric member to permit the elastomeric member to move with the lateral movement of the coupler;

FIG. 7 is a top plan of the embodiment of FIGS. 1-6 in which the coupler is shown in a lateral position with the elastomeric member disconnected and moving with the coupler shank;

FIG. 8 is a longitudinal section of another modification of the present invention in which a long travel end of car cushioning arrangement is provided;

FIG. 9 is a section taken generally along line 9-9 of FIG. 8 and showing means connecting the coupler shank to the elastomeric member;

FIG. 10 is a top plan of a modified elastomeric member comprising a generally cylindrical rubber shear pad;

FIG. II is a section taken generally along line -11 of FIG. 10;

FIG. 12 is a top plan of a further modification of an elastomeric member comprising an ellipsoidal rubber shear P FIG. 13 is a section taken generally along line Iii-13 of FIG. 12;

FIG. 14 is a top plan of an additional modification of an elastomeric member comprising a frusto-conical rubber shear pad; and

FIG. 15 is a section taken generally along line 15-15 of FIG. 14.

Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.

Referring now to the drawings for a better understanding of this invention, and more particularly to the embodiment illustrated in FIGS. 1-7, a portion of a railway freight car is generally indicated 10 and includes a deck 12 and a center sill 14. Center sill 14 extends the length of railway car 10 and is generally hat-shaped in cross section having vertical sides 16 with lower outwardly extending flanges 18. The end of center sill I4 is flared outwardly to permit lateral swinging of a coupler generally indicated 20. Coupler 20 includes a coupler head 22 and a coupler shank 24 of a relatively long length. A yoke 26 has its forward end pivoted about a vertical pin 28 to coupler shank 24. A draft gear 29 including a plurality of rubber pads 30 separated by metal plates is positioned within yoke 26 and provides a draft stroke from neutral of around, 1% inches. Draft gear 29 is positioned between front stops or abutments 32 and rear stops or abutments 34. The buff travel of draft gear 29 may be as high as 3% inches.

A coupler carrier generally indicated 36 is secured between the flared sides of center sill 14 and includes a channel-shaped main body 37 and an upper horizontal support plate 38 having a wear plate 40 thereon. The lower surface of coupler shank 24 in a neutral centered position of the coupler is spaced around one-half inch from wear plate 40 but may contact wear plate 40 when a vertical load or force is exerted against coupler 20. Coupler carrier 36 thus acts as a stop to limit the downward movement of coupler 20.

Mounted rearwardly of coupler carrier 36 is the coupler centering device comprising the present invention and generally designated 44. Centering device 44 includes a main intennediate support plate 46 connected to vertically ofiset end portions 48 which are bolted at 50 to flange 18 for securing centering device 44 to center sill 14. Connecting spacer strips 52 are welded between end portions 48 and main support plate 46. Spaced vertical web members 54 extend downwardly from support plate 46 and lower horizontal plates 56, 58 are secured between vertical webs 54 adjacent the ends of vertical webs 54. A pair of lugs 60 extend downwardly from the underside of each lower plate 56, 58. Mounted for rotation within suitable openings in lugs 60 beneath each plate 56, 58 is a rod 62 having a handle 64 on the outer end thereof. Secured to the inner end of .each rod 62 is a laterally extending arm 66. An intermediate shaft 68 extends between and is secured to arms 66.

Main support plate 46 has an arcuate slot 70 therein. An elongate slot 72 extending in a direction longitudinally of the manually to move arms 66 to a release position as shown in broken lines in FIG. 5.

Positioned for relative movement on the upper surface of support plate 46 between arms 66 is a resilient structure generally designated 74 for maintaining coupler 20 in a centered position with respect to the longitudinal axis of railway car 10. Resilient structure 74 includes a base 76 supported on the upper surface of support plate 46 and having a guide 78 on its underside fitting within arcuate slot 70. Laterally extending lips 80 retain guide 78 within slot 70 as shown particularly in FIG. 5. An elastomeric member 82 comprises a rubber shear pad or block with respective upper and lower plates 84 and 86 bonded to the rubber. Lower plate 86 is secured by bolts 88 to adjacent base 76 and upper plate 84 is secured by bolts 90 to an upper support plate 92. Suitable bolts 94 secure upper support plate 92 to a pad 96 welded to the underside of coupler shank 24. Thus, elastomeric member 82 is deflected in shear upon longitudinal movement of coupler 20 as well as lateral movement thereof. As shown in FIG. 4, upon lateral forces exerted against coupler 20 as might be exerted when a long length car, such as 89 feet in length, is negotiating a relatively sharp curve, elastomeric member 82 is deflected in shear as much as 6 inches. Base 76 is in engagement with an adjacent arm 66 thereby preventing movement of base 76 and lower plate 86. Arms 66 thus act as stops to prevent lateral movement of resilient structure 74 with coupler shank 24. Coupler shank 24 may contact coupler carrier 36 upon such lateral movement if downward forces are exerted against coupler 20 to move coupler shank 24 downwardly against support plate 38. Coupler 20 is returned to its neutral centered position under the bias of elastomeric member 82 upon a reduction of the lateral forces on coupler 20. The weight of coupler 20 preloads elastomeric member 82 in compression and upon the return movement of coupler 20, shank 24 will be vertically spaced from carrier 36 by elastomeric member 82 thereby to eliminate any frictional contact between support plate 38 and coupler shank 24 upon such return movement.

Since coupler shank 24 is secured to upper plate 84 of elastomeric member 82, longitudinal movement of coupler 20 results in a longitudinal deflection in shear of elastomeric member 82. Such longitudinal deflection may be as much as around 4 inches.

At times, it is necessary to couple a car on a curve and in this instance it might be desirable to move coupler 20 away from a centered position with respect to the longitudinal axis of the car. To accomplish this function manually, handle 64 on either side of railway car is lifted to pivot rods 62 for removing arms 66 from slots 72 and from alongside base 76 as shown in broken lines in FIG. 5. Coupler may be pushed manually to its desired position with base 76 sliding along the upper surface of support plate 46 guided by guide 78 and arcuate slot 70. Upon manual release of handle 64 after coupler 20 has been moved laterally, arms 66 are urged upwardly by gravity from the weight of handles 64 and the upper ends of arms 66 will contact the underside of base 76 until coupler 20 is recentered. Upon recentering of coupler 20 after coupling, arms 66 will move alongside base 76 and retain resilient structure 74 in position.

Referring to FIGS. 8 and 9, another embodiment of the invention is illustrated in which a long travel end of car cushioning arrangement is provided. Coupler shank 24A of coupler 20A is pivoted about vertical pin 28A to a yoke 98 having a plurality of rubber pads 100 housed therein to form a resilient draft gear. A hydraulic cushion unit generally indicated 102 has an inner cylinder 104 extending within yoke 98 with an end cap 106 forming the rear follower block for the rubber draft gear. Coupler 20A may have a travel T of around 15 inches in buff as shown by coupler head 22A in FIG. 8. Resilient structure 74A is generally similar to resilient structure 74 illustrated in the embodiment of FIGS l-6. However, shank 24A is supported on resilient structure 74A for relative longitudinal movement. A U-shaped member 110 is secured to the upper plate 84A of elastomeric member 82A. Coupler shank 24A has a wear plate 112 on its underside which is adapted to slide along U-shaped member 110 upon longitudinal movement of coupler shank 24A. Upon lateral movement of coupler 20A, an adjacent side of U-shaped member 110 contacts coupler shank 24A for deflection in shear of elastomeric member 82A.

Coupler carrier 36A has an upper support plate 38A spaced a distance of around one-half inch from the underside of coupler shank 24A. Upon a sufficient downward force exerted against coupler 20A from buff and draft forces, coupler shank 24A will contact support plate 38A during lateral swinging movement of coupler 20A. Upon the return movement of coupler 20A under the bias of elastomeric member 82A, shank 24A will be spaced form carrier 36A by elastomeric member 82A thereby to eliminate any sliding frictional contact between support plate 38A and coupler shank 24A upon such return movement.

Referring to FIGS. 10 and 11, a modified elastomeric member 828 is illustrated and includes respective upper and lower plates 84B and 86B bonded to a generally cylindrical rubber shear pad or block. Lower plate 868 is of a rectangular shape and has openings 114 therein to receive bolts for securing elastomeric member 828 in a manner similarly to elastomeric member 82 employed in the embodiment of FIGS. l-7. Upper plate 848 is circular and has a central opening 1 16 therein. Openings 118 are provided in upper plate 84B and receive suitable bolts for securing upper plate 848 in a manner similarly to upper plate 84 in the embodiment of FIGS. l-7. Spaced intermediate ring-shaped plates 120 are bonded to the rubber and provide stability for elastomeric shear member 823.

it is desirable that elastomeric shear member 828 be of a diameter generally as wide as the coupler shank supported thereby in order to provide a suitable stability. in addition, it has been found that a shear spring rate of around 450 pounds per inch of displacement is optimum. The shear spring rate is dependent on the cross-sectional area of the rubber pad and such factors as the durometer and the composition of the rubber employed. Shear spring rates between around 200 pounds and 700 pounds per inch of displacement would function satisfactorily. As a specific but non-limiting example, elastomeric member 828 has a diameter of around 8 inches and a height of around l inches when rubber having a duromcter of around 50 is employed. Opening 122 has a diameter of 2 inches in order to provide the desired cross-sectional area for obtaining a shear spring rate of around 450 pounds per inch of displacement and yet provide the desired width. It is noted that elastomeric shear member 828 will provide a lateral deflection in shear as high as 6 inches upon lateral swinging of the coupler. A longitudinal shear deflection as high as around 4 inches is obtained upon buff travel of the coupler when shear member 828 is secured to the coupler shank for longitudinal movement therewith.

Referring to FIGS. 12 and 13, a further modified shear member 82C is illustrated having a generally ellipsoidal shape. Respective upper and lower plates 84C and 86C are provided and spaced intermediate ring-shaped plates 124 are added to provide stability. An opening 126 limits the cross-sectional area of elastomcric member 82C. Referring to FIGS. 14 and 15, a still further modified shear member 82D is illustrated being of a generally frusto-conical shape. Respective upper and lower plates 84D and 86D, and intermediate plates 128 are bonded to the rubber.

Elastomcric shear members 82, 82B, 82C and 82D function in a similar manner. Thus, various shapes and sizes of elastomeric shear members may be employed depending on the specific shear spring rate and the cross-sectional areas desired. Shear members 82B, 82C, and 82D eliminate sharp vertical comers or vertical edges which may be susceptible to wear.

In some instances, it may be desirable to position a coupler at a position other than a centered position with respect to the longitudinal axis of the car. In such an event, one surface of a shear pad may be held against lateral movement at the desired preselected position while the opposed surface of the shear pad is mounted for lateral movement with the swinging of the coupler. After shear deflection of the shear pad, the coupler will be returned by the bias of the pad to the preselected position.

In view of the above, it will be seen that the several objects of the invention are achieved and other advantageous results obtained.

What is claimed is:

Y 1. In a railway car, a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member in supporting relation generally beneath the shank of the coupler, a support for the elastomeric member secured to the center sill structure, means securing the lower surface of said elastomeric member to the support, and means connecting the coupler to the upper surface of the elastomeric member for lateral movement therewith whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection returning said coupler to its centered position with respect to the longitudinal axis of the center sill structure, said securing means being manually releasable to selectively permit the elastomeric member to move bodily with the coupler shank upon lateral swinging movement of the coupler thereby to allow an unresisted manual movement of the coupler relative to the center sill structure.

2. In a railway car as set forth in claim 1, guide means between the elastomeric member and the support therefor to guide the lateral movement of the elastomeric member upon manual release of the elastomeric member and lateral movement of the coupler.

3. In a railway car as set forth in claim 1, said means connecting the coupler to the upper surface of the elastomeric member including means securing the coupler shank to the upper surface of the elastomeric member for longitudinal movement of the coupler against the bias of the elastomeric member thereby to deflect the elastomeric member in a direction longitudinally of the center sill structure upon buff and draft movements of the coupler longitudinally of the center sill structure.

4. In a railway car as set forth in claim 1, said elastomeric member comprising a rubber pad of a generally cylindrical shape and having a plurality of spaced ring-shaped plates bonded thereto. i

5. In a railway car as set forth in claim 1, said elastomeric member comprising a rubber pad of an ellipsoidal shape and having a plurality of spaced ring-shaped plates bonded thereto.

6. In a railway car, a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member in supporting relation generally beneath the shank of the coupler, a support for the elastomeric member secured to the center sill structure, means securing the lower surface of said elastomeric member to the support, means connecting the coupler shank to the upper surface of the elastomeric member for lateral movement therewith whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection returning said coupler to its centered position with respect to the longitudinal axis of the center sill structure, means to manually release said securing means form the elastomeric member to permit the elastomeric member to move bodily with the swinging lateral movement of the coupler and including an actuating handle extending from each side of the coupler, and guide means between the elastomeric member and the support therefor to guide the lateral movement of the elastomeric member upon actuation of said handle and subsequent lateral movement of the coupler.

7. In a railway car as set forth in claim 6, said support having a slot therein and said elastomeric member having a downwardly extending guide fitting within said slot for guiding movement, said manual release means including a rotatable rod extending generally transversely of the car and said actuating handles extending from the ends of the rod for manual actuation.

8. In a railway car as set forth in claim 7, a pair of spaced stops mounted on said rotatable rod and positioned adjacent the sides of said elastomeric member to limit the movement of the elastomeric member when in secured position, said stops being pivoted out of the path of said elastomeric member upon actuation of said manual release means to permit lateral travel of the elastomeric member with the coupler.

9. In a railway car, an underframe including a center sill, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier mounted adjacent the open end of the center sill, and extending beneath the coupler shank, a resilient coupler support beneath the shank of the coupler, mounting means on the car mounting the resilient support for supporting the shank of the coupler in its centered position at a height spaced above the coupler carrier with the resilient support being initially precompressed by the weight of the coupler, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional precompression of the resilient support resulting from downward coupler forces, the lateral movement of the coupler away from centered position being resisted by and against the bias of the resilient support whereby return of the coupler to its centered position is assisted by the resilient support, said coupler when in uncoupled relation being returned by the bias of the resilient support to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement, and releasable means for' manually disconnecting the resilient support form said mounting means for permitting the resilient support to move bodily with the coupler shank upon lateral movement of the coupler thereby to allow an unresisted manual movement of the coupler relative to the center sill.

10. In a railway car, an underframe including a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from a predetermined position with respect to the longitudinal axis of the center sill structure, a resilient member in supporting relation beneath the shank of the coupler, a support for the resilient member mounted on the underframe, means securing the resilient member to the support, and means connecting the coupler to the upper portion of the resilient member for lateral movement therewith relative to the lower portion of the resilient member whereby lateral movement of the coupler away from its predetermined position is against the bias of the resilient member and the resilient member deflects in shear, said resilient member after its deflection returning said coupler to its predetermined position with respect to the longitucoupler thereby to allow an unresisted manual movement of the coupler relative to the center sill structure.

11. In a railway car, an underframe including a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member in supporting relation generally below the shank of the coupler and having upper and lower horizontal rigid plates integral therewith, a support for the elastomeric member secured to the underframe, means connecting the lower plate to said support, means connecting the upper plate to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection urging said coupler to return to its centered position with respect to the longitudinal axis of the center sill structure, one of the connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric member thereby to allow an unresisted manual movement of the coupler relative to the center sill structure said releasable connecting means being restored to its unreleased condition upon return of the coupler to its centered position.

12. In a railway car, an underframe including a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member resiliently supporting the shank of the coupler and having upper and lower rigid horizontal plates integral therewith, a support for the elastomeric member secured to the underframe, means connecting one of said plates of said elastomeric member to the support, means connecting the other plate of said elastomeric member to the shank of the coupler for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection urging said coupler back to its centered position with respect to the longitudinal axis of the center sill structure, one of the connecting means for said plates being releasable, and means including an actuating handle extending from each side of the coupler for manually releasing the releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric member thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored to its unreleased condition upon return of the coupler shank to its centered position,

13. ln a railway car, an underframe including a center sill, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier mounted adjacent the open end of the center sill and extending beneath the coupler shank, resilient elastomeric means resiliently supporting the shank of the coupler in its centered position at a height spaced above the coupler carrier with the resilient support being initially stressed by the weight of the coupler, a support for the elastomeric member secured to the underframe, said elastomeric means having upper and lower horizontal rigid plates integral therewith, means connecting one of said plates to said support, means connecting the other of said plates to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric means and the elastomeric means deflects in shear, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional stressing of the resilient elastomeric means resulting from downward coupler forces, the lateral movement of the coupler away from centered position being resisted by and against the bias of the resilient elastomeric means whereby return of the coupler to its centered position is assisted by the elastomeric means, said coupler when in uncoupled relation being returned by the bias of the resilient elastomeric means to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement, one of the connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric means thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored to its unreleased condition upon return of the coupler to its centered position.

14. In a railway car, an underframe including a center sill having spaced vertical sides and lower outwardly extending flanges, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect. to the longitudinal axis of the center sill, a coupler carrier secured to said lower outwardly extending flanges adjacent the open end of the center sill and having a generally flat upper surface extending beneath the coupler shank between the sides of the center sill, an elastomeric pad beneath the shank of the coupler in a rearwardly spaced relation to the coupler carrier and having top and bottom rigid horizontal plates, and mounting means on the car mounting the elastomeric pad for supporting the shank of the coupler in its centered position at a height spaced above the generally flat upper surface of the adjacent coupler carrier with the elastomeric pad being initially precompressed by the weight of the coupler, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional precompression of the elastomeric pad resulting from coupler forces, said mounting means including means connecting said bottom plate of the elastomeric pad to the underframe and means connecting said top plate of the elastomeric pad to the coupler so that lateral movement of the coupler causes the elastomeric pad to deflect in shear with said plates remaining horizontal and return of the coupler to its centered position is assisted by the elastomeric pad, said coupler when in uncoupled relation being returned by the bias of the elastomeric pad to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement.

15. In a railway car, an underframe including a center sill having spaced vertical sides and lower outwardly extending flanges, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier secured to said lower outwardly extending flanges adjacent the open end of the center sill and having a generally flat upper surface extending beneath the coupler shank between the sides of the center sill, an elastomeric pad in supporting relation generally below the shank of the coupler and spaced rearwardly from the coupler carrier, a support for the elastomeric pad secured to the underframe, said elastomeric pad having upper and lower horizontal rigid plates integral therewith and supporting the shank of the coupler in its centered position at a height spaced above the generally flat upper surface of the adjacent coupler carrier with the elastomeric pad being initially precompressed by the weight of the coupler, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional precompresssion of the elastomeric pad resulting from coupler forces, means connecting the lower plate of said elastomeric pad to the support, means connecting the upper plate of the elastomeric pad to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric pad and the elastomeric pad deflects in shear with said plates remaining horizontal and return of the coupler to its centered position is assisted by the elastomeric pad, said coupler when in uncoupled relation being returned by the bias of the elastomeric pad to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement, one of the connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric pad thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored to its unreleased condition upon return of the coupler to its centered position.

16. In a railway car, an underframe including a center sill having spaced vertical sides and lower outwardly extending flanges, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier secured to said lower outwardly extending flanges adjacent the open end of the center sill and having an upper horizontally extending plate 'member forming a generally flat upper surface extending beneath the coupler shank between the sides of the center sill along which the lower surface of the shank may ride, an elastomeric pad in supporting relation generally below the shank of the coupler and spaced rcarwardly from the coupler carrier, a support for the elastomeric pad secured to said lower outwardly extending flanges of the center sill, said elastomeric pad having upper and lower horizontal rigid plates integral therewith, means connecting the lower plate of said elastomeric pad to the support, means connecting the upper plate of the elastomeric pad to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric pad and the elastomeric pad deflects in shear with said plates remaining generally horizontal and return of the coupler to its centered position is assisted by the elastomeric pad, one of the connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric pad thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored to its unreleased condition upon return of the coupler to its centered position.

P0405) UNITED STATES PATENT OFFICE 569 CERTIFICATE OF CORRECTION Patent 3.661.275 Dated M 9, 197

Inventor(s) bert W. Randolph It is certified that error appears in the above-identified-patent and that said Letters Patent' are hereby corrected as shown below:

' Column 6, line 4, "form" should be from 1 Column 7, line 2 after "structure" insert Signed and sealed this 17th day of October 1972.

(SEAL) Attest:

EDwARD M.FLET IIER,JE. ROBERT GOTTSCHALK Attestlng Offlcer Commissioner of Patents 

1. In a railway car, a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member in supporting relation generally beneath the shank of the coupler, a support for the elastomeric member secured to the center sill structure, means securing the lower surface of said elastomeric member to the support, and means connecting the coupler to the upper surface of the elastomeric member for lateral movement theRewith whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection returning said coupler to its centered position with respect to the longitudinal axis of the center sill structure, said securing means being manually releasable to selectively permit the elastomeric member to move bodily with the coupler shank upon lateral swinging movement of the coupler thereby to allow an unresisted manual movement of the coupler relative to the center sill structure.
 2. In a railway car as set forth in claim 1, guide means between the elastomeric member and the support therefor to guide the lateral movement of the elastomeric member upon manual release of the elastomeric member and lateral movement of the coupler.
 3. In a railway car as set forth in claim 1, said means connecting the coupler to the upper surface of the elastomeric member including means securing the coupler shank to the upper surface of the elastomeric member for longitudinal movement of the coupler against the bias of the elastomeric member thereby to deflect the elastomeric member in a direction longitudinally of the center sill structure upon buff and draft movements of the coupler longitudinally of the center sill structure.
 4. In a railway car as set forth in claim 1, said elastomeric member comprising a rubber pad of a generally cylindrical shape and having a plurality of spaced ring-shaped plates bonded thereto.
 5. In a railway car as set forth in claim 1, said elastomeric member comprising a rubber pad of an ellipsoidal shape and having a plurality of spaced ring-shaped plates bonded thereto.
 6. In a railway car, a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member in supporting relation generally beneath the shank of the coupler, a support for the elastomeric member secured to the center sill structure, means securing the lower surface of said elastomeric member to the support, means connecting the coupler shank to the upper surface of the elastomeric member for lateral movement therewith whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection returning said coupler to its centered position with respect to the longitudinal axis of the center sill structure, means to manually release said securing means form the elastomeric member to permit the elastomeric member to move bodily with the swinging lateral movement of the coupler and including an actuating handle extending from each side of the coupler, and guide means between the elastomeric member and the support therefor to guide the lateral movement of the elastomeric member upon actuation of said handle and subsequent lateral movement of the coupler.
 7. In a railway car as set forth in claim 6, said support having a slot therein and said elastomeric member having a downwardly extending guide fitting within said slot for guiding movement, said manual release means including a rotatable rod extending generally transversely of the car and said actuating handles extending from the ends of the rod for manual actuation.
 8. In a railway car as set forth in claim 7, a pair of spaced stops mounted on said rotatable rod and positioned adjacent the sides of said elastomeric member to limit the movement of the elastomeric member when in secured position, said stops being pivoted out of the path of said elastomeric member upon actuation of said manual release means to permit lateral travel of the elastomeric member with the coupler.
 9. In a railway car, an underframe including a center sill, a coupler having a shank extending within an open end of the ceNter sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier mounted adjacent the open end of the center sill, and extending beneath the coupler shank, a resilient coupler support beneath the shank of the coupler, mounting means on the car mounting the resilient support for supporting the shank of the coupler in its centered position at a height spaced above the coupler carrier with the resilient support being initially precompressed by the weight of the coupler, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional precompression of the resilient support resulting from downward coupler forces, the lateral movement of the coupler away from centered position being resisted by and against the bias of the resilient support whereby return of the coupler to its centered position is assisted by the resilient support, said coupler when in uncoupled relation being returned by the bias of the resilient support to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement, and releasable means for manually disconnecting the resilient support form said mounting means for permitting the resilient support to move bodily with the coupler shank upon lateral movement of the coupler thereby to allow an unresisted manual movement of the coupler relative to the center sill.
 10. In a railway car, an underframe including a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from a predetermined position with respect to the longitudinal axis of the center sill structure, a resilient member in supporting relation beneath the shank of the coupler, a support for the resilient member mounted on the underframe, means securing the resilient member to the support, and means connecting the coupler to the upper portion of the resilient member for lateral movement therewith relative to the lower portion of the resilient member whereby lateral movement of the coupler away from its predetermined position is against the bias of the resilient member and the resilient member deflects in shear, said resilient member after its deflection returning said coupler to its predetermined position with respect to the longitudinal axis of the center sill structure, said means securing the resilient member to the support being manually releasable to selectively permit the entire resilient member to move bodily with the coupler shank upon lateral swinging movement of the coupler thereby to allow an unresisted manual movement of the coupler relative to the center sill structure.
 11. In a railway car, an underframe including a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member in supporting relation generally below the shank of the coupler and having upper and lower horizontal rigid plates integral therewith, a support for the elastomeric member secured to the underframe, means connecting the lower plate to said support, means connecting the upper plate to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection urging said coupler to return to its centered position with respect to the longitudinal axis of the center sill structure, one of the connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing lateralLy without deflection of the elastomeric member thereby to allow an unresisted manual movement of the coupler relative to the center sill structure said releasable connecting means being restored to its unreleased condition upon return of the coupler to its centered position.
 12. In a railway car, an underframe including a center sill structure, a coupler having a shank mounted within the center sill structure for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill structure, a resilient elastomeric member resiliently supporting the shank of the coupler and having upper and lower rigid horizontal plates integral therewith, a support for the elastomeric member secured to the underframe, means connecting one of said plates of said elastomeric member to the support, means connecting the other plate of said elastomeric member to the shank of the coupler for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric member and the elastomeric member deflects in shear, said elastomeric member after its deflection urging said coupler back to its centered position with respect to the longitudinal axis of the center sill structure, one of the connecting means for said plates being releasable, and means including an actuating handle extending from each side of the coupler for manually releasing the releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric member thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored to its unreleased condition upon return of the coupler shank to its centered position.
 13. In a railway car, an underframe including a center sill, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier mounted adjacent the open end of the center sill and extending beneath the coupler shank, resilient elastomeric means resiliently supporting the shank of the coupler in its centered position at a height spaced above the coupler carrier with the resilient support being initially stressed by the weight of the coupler, a support for the elastomeric member secured to the underframe, said elastomeric means having upper and lower horizontal rigid plates integral therewith, means connecting one of said plates to said support, means connecting the other of said plates to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric means and the elastomeric means deflects in shear, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional stressing of the resilient elastomeric means resulting from downward coupler forces, the lateral movement of the coupler away from centered position being resisted by and against the bias of the resilient elastomeric means whereby return of the coupler to its centered position is assisted by the elastomeric means, said coupler when in uncoupled relation being returned by the bias of the resilient elastomeric means to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement, one of the connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric means thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored To its unreleased condition upon return of the coupler to its centered position.
 14. In a railway car, an underframe including a center sill having spaced vertical sides and lower outwardly extending flanges, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier secured to said lower outwardly extending flanges adjacent the open end of the center sill and having a generally flat upper surface extending beneath the coupler shank between the sides of the center sill, an elastomeric pad beneath the shank of the coupler in a rearwardly spaced relation to the coupler carrier and having top and bottom rigid horizontal plates, and mounting means on the car mounting the elastomeric pad for supporting the shank of the coupler in its centered position at a height spaced above the generally flat upper surface of the adjacent coupler carrier with the elastomeric pad being initially precompressed by the weight of the coupler, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional precompression of the elastomeric pad resulting from coupler forces, said mounting means including means connecting said bottom plate of the elastomeric pad to the underframe and means connecting said top plate of the elastomeric pad to the coupler so that lateral movement of the coupler causes the elastomeric pad to deflect in shear with said plates remaining horizontal and return of the coupler to its centered position is assisted by the elastomeric pad, said coupler when in uncoupled relation being returned by the bias of the elastomeric pad to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement.
 15. In a railway car, an underframe including a center sill having spaced vertical sides and lower outwardly extending flanges, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier secured to said lower outwardly extending flanges adjacent the open end of the center sill and having a generally flat upper surface extending beneath the coupler shank between the sides of the center sill, an elastomeric pad in supporting relation generally below the shank of the coupler and spaced rearwardly from the coupler carrier, a support for the elastomeric pad secured to the underframe, said elastomeric pad having upper and lower horizontal rigid plates integral therewith and supporting the shank of the coupler in its centered position at a height spaced above the generally flat upper surface of the adjacent coupler carrier with the elastomeric pad being initially precompressed by the weight of the coupler, said coupler carrier limiting the downward movement of the coupler relative to the car upon additional precompresssion of the elastomeric pad resulting from coupler forces, means connecting the lower plate of said elastomeric pad to the support, means connecting the upper plate of the elastomeric pad to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric pad and the elastomeric pad deflects in shear with said plates remaining horizontal and return of the coupler to its centered position is assisted by the elastomeric pad, said coupler when in uncoupled relation being returned by the bias of the elastomeric pad to centered position in a vertically spaced relation to said coupler carrier at least for a substantial portion of the return movement thereby minimizing frictional contact between the coupler shank and said coupler carrier upon such return movement, one of tHe connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric pad thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored to its unreleased condition upon return of the coupler to its centered position.
 16. In a railway car, an underframe including a center sill having spaced vertical sides and lower outwardly extending flanges, a coupler having a shank extending within an open end of the center sill for relative swinging lateral movement away from centered position with respect to the longitudinal axis of the center sill, a coupler carrier secured to said lower outwardly extending flanges adjacent the open end of the center sill and having an upper horizontally extending plate member forming a generally flat upper surface extending beneath the coupler shank between the sides of the center sill along which the lower surface of the shank may ride, an elastomeric pad in supporting relation generally below the shank of the coupler and spaced rearwardly from the coupler carrier, a support for the elastomeric pad secured to said lower outwardly extending flanges of the center sill, said elastomeric pad having upper and lower horizontal rigid plates integral therewith, means connecting the lower plate of said elastomeric pad to the support, means connecting the upper plate of the elastomeric pad to the coupler shank for lateral movement therewith, whereby lateral movement of the coupler away from its centered position is against the bias of the elastomeric pad and the elastomeric pad deflects in shear with said plates remaining generally horizontal and return of the coupler to its centered position is assisted by the elastomeric pad, one of the connecting means for said plates being manually releasable, and means for manually releasing said one releasable connecting means to selectively permit the coupler shank to swing laterally without deflection of the elastomeric pad thereby to allow an unresisted manual movement of the coupler relative to the center sill structure, said releasable connecting means being restored to its unreleased condition upon return of the coupler to its centered position. 